Gasolene-engine.



J. C. BONNETT.

GASOLENE ENGINE.

APPLICATION FILED MAR. 5, 1009.

Patented May 3, 1910.

4 SHEBTB-SKEET 1.

WITNESSES:

INVENTOR. C M! a" 0. aMh

A TTORNE Y6";

J. G BONNETT. GASOLENE ENGINE.

APPLICATION FILED MAR.5,1009.

956,881 Patented May 3, 1910.

4 BHBBTH-BHEET 3'.

13 7 6 4,9 L( 72 71% 25977 12:: a2 2 41 Q 3 b0 4 '35 8 r U 3'4- 8 #5 1#5 83 m f 33 29 2? s 4 v M/ k {I 56 UK\\5\0 I 55 A52 1 W 57 5,3 55 7 a j#7 -g INVENTOR'.

w ATTORNE vs J. c. BONNETT. GASOLENB ENGINE.

APPLICATION FILED HA3. 5, 1909.

956,881 Patented May 3, 1910.

'4 mums-sum 4.

33 8 INVENTOR.

o BY A TTORNE Yfi WITNESSES:

- maximum effect from transmitting power at each UNITED STATES PATENTOFFICE.

JOHN C. BONNETT, OF NEW HAVEN, CONNECTICUT, .ASSIG-NOR TO TAYLOR, STILES& COMPANY, OF RIEGELSVILLE, NEW JERSEY.

GASOLENE-ENGIN E.

Specification of Letters Patent.

Patented May 3, 1910.

To all whom it may concern:

Be it known that I, JOHN C. BONNETT, a citizen of the United States ofAmerica, residing at New Haven, in the county of New Haven and State ofConnecticut, have invented a new and useful Gasolene-Engine, of whichthe following is a specification.

My invention relates to improvements in two-cycle, gasolene engineshaving a vertical, 10

fixed crank-shaft around which the cylinders revolve with such shaft asan axis, the cylinders themselves serving as a fly-wheel and beingself-cooling, and each explosion cylinder receiving an explosive chargeand revolution. And said invention resides in the peculiar combinationof moving elements for the purpose of balancing reciprocating andrevolving parts, inthe particular charging means for the explosioncylinders, in the particular igniting mechanism, and in the novelconstruction of the engine as a whole, all as hereinafter set forth.

In this engine, the charge is measured and compressed'in a separate orcharging cylinder, and then admitted to an explosion cylinder where itis further compressed before being fired, hence the maximum charge isdetermined or fixedby the size of said charging cylinder and is notlimited to the amount of displacement of the piston in said explosioncylinder. WVhen limited to the amount of the aforesaid displacement, theavailable charge is below or less than the full charge necessary in'order to obtain the the piston driven thereby, and it is this lack'ofefi ectiveness that I overcome or avoid by compressing the charge in aseparate charging cylinder in the way I do.

The object of my invention is to produce a light and simple, thoughstrong and durable, asolene engine, in which provision is made or theperfect balance of all reciprocating and revolving parts, also for theproper distribution of the explosive mixture. The perfect balance abovereferred to is secured by arranging the two pairs of pistons, with whichthis engine is equi ed, so that although they are out of ba ance and inbal revolve once twice in each revolutipn of the cylin.- ders oneair-neutralizes the other air and thus the alance is'mamtamed at a]speeds.

The two sets of said pistons neutralize each other because when out ofbalance to th fullest extent they are 180 apart.

Other objects of my invention are to provide such an engine with meansfor delivering enough explosive mixture to an explosion cylinder tocompletely fill the same, without being limited in' this matter by theamount of )iston displacement, as hereinbefore note to rapidl andcompletely scavenge the explosion cy inders of the engine aftertheexplosions therein take place, or, in other words, to remove thespent charges therefrom quickly and in a most thorough manner; toprovide for a variable compression of the explosive mixture, so that thepower of the engine can be varied to suit the load, and to afford fullcontrol of the ignition, or of the mechanism by means of which the sparkis communicated to the charge, so that sup? spark can be advanced orretarded at W1 Provision is made, in this engine, to obviate backpressure, when a charge is throttled, by allowing the chargingcylindenat all times to take unrestricted full charges, and providingfor the escape of any excess when a full charge is not demanded at themoment, such excess passing into a chamber common to both of the char Asa result of this, it is possi le for the piston in one of the chargingcylinders, while making its suction stroke to draw into its cylinder orinhale the surplus charge rejected by and expelled from the othercharging cylinder during the action of the piston, in saidlast-mentioned cylinder, while making its compression stroke,consequently there may be no draft on the carburetor at the cycle of theengine in which this condition is present and this action occurs. Theengine may be run, however, by throttlin the charge at the carburetor inthe usua way.

This engine is especially well adapted for automobile use, owing to itslight weight and simple construction, and because the amount ofadjustment required is so slight comparatively.

This typeof engine, wherein the cylinders mstead of the crank-shaft,possesses advantages not found in the conventional type, one suchadvantage being that the ing cylinders.

wear on the crankand wrist-pins is re duced to the minimum, owing to thefact that the force of the explosion is largely neutralized by thecentrifugal force of the pis tons. Moreover, in this partlcular style ofengine, an unusually .large area of wearing surface is afforded byfurnishing"a crank- I pin the length of which is equal to the d1-fameter of the explosion-cylinder pistons.

I am able to produce an exceedingly llght [By following the lines hereinlaid down,

andsimple engine from which all but two valves and all auxiliary shaftsand interior "gears have been dispensed with, and wherewith. .as alreadyintimated no fiy-wh eel is required, and no system of circulating wateror.othermedium for cooling purposes, the high rate of speed of thecylinders at-their I outer ends insuring thorough cooling, whichcooling, by. the way, is in no sense dependent .npon-jvehiclemotion.

Either -a frictional or gear drive of suitable construction may beapplied to the en- 'n'e, also suitable reversing mechanism, but

lt has been deemednecessary for the pur-.

--'po ses of this application,- merelyto show a simple bevel-gear drive.

Furthenobjects and'advantages will ap pearin the'course of the followingdescription. -I attain the'obj ects and secure the advantages of myinventionzby the mechanism illustrated in the accompanying drawings,

1. in which-' members; Fig. 5, a central, vertical section' through theengine, on lines 5--5,' looking .in'thedirection of the arrow b,'inFig.5 2; 2'55 of the charging in Fig.1; Fig. 7,;a horizontal sectionsimilar theyokezeyes' into which the connected pis- 5 5 tonfrods a-r escrewed and through the crankf F igurel is a top plan view of an engineembodying a practical form of my invention, Fig. 2, a horizontalsectionthrough said engine, 'on lines 22, in: Fig. .5, looking down and takenin the center just under the upper crank-arm and above the yoke,with-the cylinders one-quarter .of a revolution in advance of'theirpositions inthe first View; Fig-"3, an enlarged detail, in elevation, ofthe head-support, and of the sliding blockand its operating bellcranklever which form parts of the. ignition or sparking mechanism Fig.4, an enlarged detail, in section, on lines 4.t, lookingin thedirection'jof'th'e arrow an, in Fig. 1, of'the aforesaid head-supportandsliding block, together with their sparking; mechanism Fig. .6, alongitudinal section through one 6 6, looking in the direction of. thearrow a,

to that shown in Fig, 2,. excepting that the cylinders are here disposedas in Fig. 1,:o1 1e of the charging-cylinder pistons and one .of the.explosion-cylinder pistons are sectioned,

and the .cutin, the center is made through cylinders, taken on" linespin immediately above the uppermost plane at this point of theexplosion-cylinder piston-rods; Fig. 8, an enlarged, perspective view ofthe operating cam for the explosivemixture valves; Fig. 9, an enlarged,perspec-' -tive view of the split cam, and, Fig. 10, an enlarged detail,in partlal section, through portions of the head-support and head of theengine, taken on lines 1010 below the supply pipe, looking in thedirection of the arrow (Z, in Fig. 1, and showing the chamber whichfirst receives the explosive mixture from'the supply pipe and thedistributing passages below, also the valves which contion thereof asherein presented, more es pecially in the matter of shape, size, and

minor details of construction and arrange ment, and this withoutviolating the spirit of said invention orexceeding the scope of theappended claims.

Passing now to a consideration of the en gine as illustrated in thedrawings, I will proceed to, describe the same in detail, both as toconstruction and operation.

" Supported at the'lower end in and by a suitable base-block 10, Fig. 5,and secured thereto against r'otationby means of oppositely-disposedpins 11 is a vertical'crank-v shaft 12. The crank-shaft 12 is firmly andsecurely held at the top by means of a headsupport 13, which latter inturn is supported at the adjacent ends of two pipes 14: and 15 arrangedat right-angles to each .other and securely fastened in place at theirrear ends.

The pipe 14: brings the supply of explosive mixture from the carburetor(not shown; and empties at 16, Fig. 5, into a chamber 1 in thehead-support 13 around the crankshaft 12. The inner end of the pipe 15is closed, as shown at 1.8, in Fig. 4, and the outer end of su ch pipemay be closed. also and the pipe used as an'oil tank, if desired.

Thecrankpin is represented at 19, and the crank-arms are represented at2020.' A crank-case 21 has upper and lower hubs 22' and 23,respectively, mounted to revolve on the crank-shaft 12. "The lower hub23 bears on the base-block 10, with a packing- .ring24 be'tween, and theupper hub 22 extends into the chamber 17. The hub 22 is provided; with abearing bushing 25 which is betweenls'ai'd hub and the crank-shaft andextends above thehub." The bushing 25 revolves and has a cam collar 26tight on its upper end, such collar formingpart of the ignitionmechanism to be described hereinafter. Two oppositely-disposedcompression or chargin cylinders 27 and two oppositelydisposed firing orexplosion cylinders 28 radiate from the four sides of the crankcase 21and open into the same, the axes of the two pairs of cylinders being atright angles to each other. At the upper end of I each explosioncylinder 28, on top, is asparkplug 29. An annular chamber 30, whichconstitutes a mufller for the exhaust, is supported below the cylinders.This chamber or m'uftle-r communicates with the interior of theexplosion cylinders 28 through outlet or exhaust ports 31-31 located inthe bottoms of said cylinders at the proper points to permit the spentcharges to escape into said mutller, such points being adjacent to theinner end of the strokes of the pistons in said cylinders. The bottom ofthe mutller 30 is perforated, as shown at 32, to afford egress from saidmuillcr for the spent gases which enter the same.

That may be termed the head of the engine, comprises two angular, hollowmembers 33 which have intermediate curved portions mounted on top of thecrank-case 21 and downwardly-extending terminals mounted on thecylinders, and a hollow cap piece 34 which surrounds the hub '22 andextends over onto the aforesaid intermediate curved portions of saidmembers 33. Each member 33 opens at one of its lower outer terminalsthrough an inlet port 50 into one of the explosion cylinders 28, andthrough its opposite corresponding terminal .in like manner into one ofthe charging cylinders 27. The inlet ports 50 are over the outlet ports31, hence the horizontal branches of the members 33 which lead to theexplosion cylinders are shorter than the horizontal branches which leadto the charging cylinders at or adjacent to their extreme outer ends.The inlet poit to one of the charging cylinders appears at 51, in Fig.6, and the inlet port to the other charging cylinder is similar inosition, etc. The members 33 constitute distributors for the explosivemixture, and within the cap piece 34: is a receiving chamber 35 for suchmixture, communication between said chamber and said distributers beingthrough two oppositely-disposed valve-seats 36. Horizontal valves 37-37are provided for the valve-seats 36, andthese valves have vertical stems38 which extend below said valves into recesses 39 in the floors of thedistributers 33, andabove said valves through openings in the top of thechamber Spiral-springs 40 encircle the valve-stems 38 between the floorsof the distributers and the valves to retain the latter normally intheir closed positions against their seats. See Fig. 10. The oflice ofthe valves 37 will be made clear farther on in this description. Thechamber 35 is below the chamber 17, and the latter opens freely into theformer.

Since the head of the engine revolves while the head-support 13 withwhich said head contacts does not, it is necessary to provide tightjoints between the two, and

'this I do in this case by inserting a packingring 4-1 between thecentral annular part of the cap piece 34 below and an external flange 42which surrounds said head-support above, and by introducing anexpansible packingring -13 within the bore in said cap piece, for thehead support, against the bottom edge of the latter, springs 44; beingemployed to support said packing-ring 43 from the floor of the chamber35 and to hold said ring tightly in place.

Strainers in the distributers 33, for the explosive mixture, arerepresented at 45-45. See Figs. 5 and 10.

From the description thus far given, it is plain that free communicationmay be had from the supply pipe 14 to-the four cylinders through thechambers 17 and 35, the valve-seats 36 when open, and the distributcrs33, and that one of each of the charging cylinders 27 and one of each ofthe explosion cylinders 28 are in communication with each other throughthe connectin distributor, or, in other words, the two 0 argingcylinders are in communication with the two explosion cylinders, andVice versa, through the two distributors.

The oppositely-disposed cylinders of this engine are provided withpistons, and two of these pistons are directly connected by piston-rodswith the crank-pin and two are indirectly connected by piston-rods withsaid crank-pin through some suitable means,

general construction of the engine wherebysuch connections are madepossible, that I am able to obtain the results elsewhere pointed out.These features as found in the present engine are described below.

\Vithin each .of the charging cylinders 27 is a piston 46, and withineach 0 the explosion cylinders 28 is a piston 47. The two pistons 46 areprovided with connecting rods LS- 48 which have their inner terminalsscrewed into eyes 49 of a yoke 52 fulcrumed on the crank-pin 19, and thetwo pistons 47 are provided with connecting rods 53 which interlock attheir inner terminals and are mounted on said crank-pin, the latterhaving a bushing 54 which intervenes between it and inner ends of saidrods 53, as best shown in Fig. 5. The outer ends of the rods 18 arerigidly attached to the pistons 46, while the outer ends of the rods 53are pivotally'connected with the pistons 47 by means of wristpins 55.The yoke 52 consists of two horizontal bands one above the other andeach having parallel sides and semi-circular ends, which bands areconnected at the sides in the center by suitable stays in which areformed the before-mentioned eyes 49. The axes of the charging cylindersand their pistons and piston-rods and of the eyes 49 all coincide at alltimes. The area inclosed by either hand of the yoke 52 is that which isrequired for the crank-pin 19in order to enable the pistons 46, attachedto the pistonrods 48 which in turn are attached to said yoke, to maketheir full strokes as the cylinders 27 revolve about the crank-shaft 12with such shaft as the axis of their revolution, and to make such fullstrokes, both of them, once at each of such revolutions. Theconstruction and arrangement of the pistonrods 53 and of the coactingand cotiperating parts, the latter including both active and inactiveelements, are such as to enable both pistons 47 to make their fullstrokes at every 4 to reduce the friction between the crank-pin 19 andthe yoke 52,- ball-bearings consisting of rings 56 and balls 57 areprovided. The lower rings 56 are on the crank-pin between the bottomcrank-arm 20 and the bushing 54, and the upper rings 56 are supported onsaid pin by said bushing. The rings 56 are be tween the crank-pin andthe bands of the yoke, with the balls 57 separating the outer rings frdm the inner in the usual manner.

The valve-stems 38, which are carried around with the head of the enginewhich revolves, ay be depressed to'open sequentially bot 1 valves-37once at each revolution which the engine makes, through the medium of asplit cam 59 supported from the non-rotary head-support 13, such camprojecting from above into the patlroftravel of said valve-stems, or thelatter may be only held open by said cam, the act of opening having"resulted from internal pressure thereon be ore the cam is reached. Thiscam is split so that its length can be increased or decreased for thepurpose of maintaining each valve 37 open for a longer or shorter periodas may be required for the proper running of the engine, it beingpossible to so arrange said cam that the valves 37 can not close at all.Part of the cam 59 is on the bottom of a ring 60 which is fastened tolugs 61 on the flange 42, and the other part of the cam is on the bottomof a ring 62 which fits the outside of said ring 60, the part of the camon said ring 62 being outside of and lapping onto the other part of thecam. The ring 62 is under an outwardly extending flange on the ring 60,and is held up by means of a plurality of screws 63 inserted in saidring 60 from the inside and projecting into an annular channel 6 1 insaid ring 62. These members are clearly illustrated in Fig. 10.Adjustment of the split cam 59 is effected through the medium of anangular arm 58, a pinion 65, and an operat ing rod 66 which latter, inpractice, extends to a position where it can be actuated by the operatorof the engine. ,The pinion 65 is revolubly mounted on the upper end ofthe crank-shaft 12 above the head-support 13, and one end of the arm 58isrigidly attached to said pinion while the other end of "said. arm isrigidly attached to the ring 62,

said arm extending out over the parts below and then downward for thislast attachment. The rod 66 is-slidingly-mounted in a support 69 whichrises from'the supply pipe 14, and on the inner terminal of said rod isa rack 70 which meshes with the pinion 65. See Figs. 1, 5, 9 and 10. Byactuating the rod 66 outward, the ring 62 -is partially rotated'in thedirection of the arrow 7, in Fig. 9, through the medium of the rack 70,pinion 65, and arm 58, said ring rotating outside of the ring 60 on theouter, smooth terminals of the screws 63, and the split cam 59 isshortened; and by actuating said rod inward, the ring 62 is partiallyrotated in the opposite direction, through the same medium, and said camis lengthened.

The jump-spark system of ignition is employed with this engine, andthemechanism therefor is described as follows, reference being had moreparticularly to Figs. 1,

4 and 8: There are two oppositely-disposed cams 72, wider at the bottomand narrower at the top, on the rotary collar 26, and extending into thepath of these cams is a horizontal, sliding plunger 73. It is the innerend of the plunger 73 which contacts with the collar 26 and its cams 72,while the outer end or head of said plunger impinges against a verticalspring 74 which carries at is upper free terminal a contact-point toclose the circuit, at the time determined by said cams, by contactingwith the inner end of ascrew 75. is arranged in contact with the screw75, and a wire 77 leads from said binding-post to the coil (not shown),the circuit back A vertical binding-post 76 l to the engine frame beingcompleted through a battery or other source of electrical energy (notshown), as is customary. The screw 75 and the binding-post 76 areinsulated, of course, and these together with the plunger 73 and thecontact spring 74 are carried by and in a vertical block 78slidinglyanounted on or in guides Til-79 attached to the outside of thehead-support 13 above the flange 42 and opposite to the pipe 15. .Anopening 80 in the side of the head-support 13 behind the block or slide78 admits the plunger 73 and some of the support therefor to the chamber17, and is of suflicient length to allowfor the necessary amount ofvertical movement on the part of said plunger and support. The jointsshould be sufficiently tight in and around the slide and its connectionsto prevent the infusion of air from the outside into the explosivemixture in the-chamber 17. The slide 78 is raised and lowered, by theoperator of the engine, through the medium of a bell-cranklever 81 andan operating rod 82. The bellcrank-lever 81 is pivoted at 83 to the endof a bar 68, attached to the underside of that part of the head-support13 into which the supply pipe 14 is screwed. The forward terminal of thehorizontal arm of the bellcrank-lever is operatively connected at 84with the slide 74, and the upper terminal of the vertical arm of saidlever is pivoted at 85 to the rod 82. With the slide 78 set, as shown inthe drawings, it locates the plunger 73 in the path of the narrowestparts of the cams 72, so that the spark is late, as is best for slowspeed, but by pushin inward the rod 82 and thus rocking thebell-crank-lever to depress said slide so as to bring said plunger intothe path 0"? wider parts of said cams, the spark lead is advanced.accordingly, because the plunger is sooner contacted with by the cams,owing to the shape of the latter, and said speed is accelerated. In thislast event, the contact between the plunger and each cam is longer,since the contacting portion of said cam is -wider, hence the time ofsaid contact is approximately the same as in the first instance, becausethe engine is now rotating fasterthus it Is that this mechanism servesto maintain the time of contact approximately the same for all enginespeeds. At each revolution of the engine and consequentl of the camcollar 26, the plunger 73, which does not rotate with the revolubleparts of said eng'ine,is actuated outward by first one cam 72 and thenthe other, and so causes the contact spring 74 to close the circuittwice, said circuit being broken each time that one of the cams passesbeyond and clears said war under the influence of said spring. Thetendency of the 'spring 74 is constantly to separate from the screw 75and to press plurager and allows the latter to move inexplosioncylinders 28 upon which they are mounted, it becomes necessary toprovide some means for taking the electric current from its source andconducting it to said plugs, or, to state it differently, the circuit,when closed by the spring 74, to one or the other of the two sparkln s.To this end I suspend an insulated fixed plate 86, in the form of an arcof a circle, from the pipes 14 and 15, and mount an insulated upright 87on each distributor 33 in position to pass beneath and incircuit-closing or circuit-forming relation to said plate as suchupright is carried around by said distributor. WVires 8888 connect theuprights 87 with the spark-plugs 29, and a wire 89 connects the plate 86with one terminal of the usual secondary circuit.

The method of providing electric energy for firing purposes-and thesystem of wiring to complete 7 for the same are common to engines ofordinary construction, with the exception of the circuit-forming membersshown and to which particular attention has been called, and for thisreason it has not been deemed necessary or desirable to illustrate orfurther describesuch method and system. The arrangement and timing ofparts is such that, whenever one of the uprights 87 is beneath the plate86, the circuit is closed by the action of one of the cams 72 on theplunger 73 and the action of the latter on the contact spring 74, theelectric current passes along the wire 88, which leads from theparticular upright that is in circuit-forming relation to said plate, tothe sparklug 29 which is associated with said uprig t, and fires thechar e in the cylinder 28 with the interior of which said plugcommunicates,

the act of firing being accomplished or the actual'ex losion beingproduced in the usual way. The circuit-forming members with. which thisinvention has to do especially may be said to comprise the contactspring 74:,

- subject to the action of the cams 72 through the medium of theintervening plunger 73, the screw 75, the binding-post 76, the plate 86,the uprights 87, the wires 88, the sparkplugs 29, and the engine frameitself from which said contact spring and the s ark plug casings orshells are not insulate It '1s not necessary that the circuit-forminguprights 87 touch the circuit-forming plate 86 when passing under it, solong as they pass close enough to complete the circuit.

Simple power-transmission mechanism,

comprising a bevel-gear 90 tight on the hub 22 at the base of thecrankcase 21, and a bevel-gear 91 tight on a horizontal shaft 92 upperone in Fig. 2 and the right-hand one in F ig.'5, has fully compressedthe charge in said cylinder and is on the point of passing thedead-center whenit will be ready for the explosion to take place; theother piston 47, has uncovered both the exhaust port 31 and the inletport 50 in the other explosion cylinder, the opening of said port 31,which occurs ahead. of the opening of said port 50, having resultedfirst in reducing the pressure in said last-mentioned cylinder toatmospheric pressure, by reason of the escape of the gases confined insaid cylinder into the muffler 30, and then when said port 50 isuncovered in expelling completely the little residue left of the oldcharge, by the incoming fresh charge of explosive mixture through saidport 50, which forces said residue out through the port 31 into saidmufiier so that the cylinder is thoroughly scavenged, (in thisconnection it should be ,noted that the relative arrangement of thecompanion ports 31 and 50 and the construction of the pistons 47 insurethe movement of the gases just explained); the aforesaid fresh'chargefrom the charging cylinder 27 which is the companion ofthe secondexplosion cylinder, the left-hand one in Fig. 2, has been compressed bythe piston 47 in said companion or second charging cylinder, and is nowbeingforced through the open port 50 into the second explosion cylinderby said piston; andt-he piston 46 in the first or righthand(Fig.2)charging cylinder 27 has drawn and will draw in still more of thecarbureted mixture which'enters the chamber 17 at the opening 16, passesdownward into the chan1- ber 35, and from thence through the now openvalve 37 in the distributer 33, which connects the first explosioncylinder with its charging cylinder, into said distributer. This valve37 is forced downward against the resiliency of its spring 40, either bysuction (or vacuum). or by the split cam 59, and is so held by said camWhile the stem 48 of said valve passes beneath the same. The valves 37are now disposed as shown in Fig. 10.

Although it is true that the suction produced by the charging pistons i6would open the valves 37 Without the aid of the cam 59, and may openthem before said cam becomes effective, as hereinbcfore intimated, saidcam affords positive means of control for said valves; it holds each ofthem open a predetermined length of time, and provides, through themedium of its adjustable feature, for decreasing the amount vofexplosive mixture which the charging cylinders would probably inhale inthe absence of thismeans l of control at such times as it is des red'toe have the engine run light, more"especia ly-v when travelin on radewith a com are-' tively light load or descending a hill;

Returning to the generaloperationofthe engine again, let it bepresumedthat; the

jump-spark circuit is closed for a-n-insta'ntby one of the cams 72, andthat n consequence the fully compressed ch'arge in"the} first explosioncylinder 28 is fired just after arrow 6, beyond the positionwhichyitl'oe- .Silid cylinder passes in the direction of the cupies inFig. 2, and it will be clearthat the impact of the explosion will causethe amine frame, including the case 21 and the f our cylinders, torotate on the crank-shaft 12 n the direction of said arrow. By the timethe cylinders arrive at the positions'which they occupy in Figs. 1 and7, or at the endof about one-fourth of a revolution, the first explosioncylinder, that is, the one in which having compressed and forcedinto thesec-f 0nd explosion cylinder, by way of the second distributor, the fullcharge for the same, and the piston in said second explosion cylinder isengaged in still further compressing such last-mentioned charge. At thenext quarter revolution of the engine, the second explosion cylinderpasses into position to be fired or rather to have its charge fired bythe I spark induced by the closing of the circuit f by the second cam72, its companion charging cylinder is sucking in afresh charge throughthe second valve 37, which IS thevalve that was previously closed, thestem 38 of this second valve now being beneath the split cam, the. firstexplosion cylinder has exhaled and is taking in'through the firstdistributor the charge from the firstf. ch a'rgmg cylinder, the pistonin this the first charging cylinder having begun to compress the mixturepreviously sucked into said cyl lnder as soon as the stem 38 of thefirst valve;

37 rode clear of the split cam and said valve was elosedby its spring 40or by thefback pressure onthe valve of the mixture infsaid firstdistributer, and said first. charging- 1 cylinder piston is pushingthecompressed: charge in its cylinder into said first'elxplo Theforegoing describes what takes place sion cylinder by way of said firstdistributer; j

at one half of a revolution-of the engine,

and need not be restated to describe what takes place at the otherhalfjof the same-I revolution for the reason that the former operationsare then repeated, there being two.

explosions and two pulsations imparted to the engine "thereby at eachcycle of said engme.

It will be understood that, when the jumpspark circuit is closed by oneor the other of the cams 72, one or the other of the uprights 87 is incircuit-forming relation to the plate 86. The spark is advanced bydepressing the slide 78 so as to cause the circuit to be closed quickerby tlic'earlier contact of one of the cams 72 with the plunger 73, andto remain closed a sufficient length of time for the current to producethe spark required. The

I inder through said and reciprocating revolution,

peculiar shape of the cams 78 is responsible for the quic er closingandthe longer contact in point of degree when the slide 78 is depressed,as is obvious. This change or adjustment is resorted to when greaterspeed is desired, since less time elapses between the pulsations whenthe wide portions of the cams 78 are in service.

By arranging and connecting the cylinders as I do, neithercharging-cylinder piston reaches the end of its compression stroke untilthe piston in the associated or companion cylinder has'reached the innerend of its stroke and commenced to return, consequently thecharging-cylinder charge is compressed slightly and then deliveredthrough one of the distributers, to the proper explosion cylinder .whilethe inlet port to said cylinder is uncovered to receive 1t, and thischarge is actually pushed, to use a term which has already been employedin this connection, in to said explosion cylport, from the time saidport is opened until it is again closed by the piston in said cylinder,by the piston that originally compressed the charge, and it is in'thismanner that a very-much larger charge can be introducedinto an explosioncylinder than is possible with crank-case compression. This combinationof pistonrods and yoke-working on .a single crank effects the thoroughbalancing of all rotary parts to which attention was drawn in the earlypart of this specification. In Figs. 1 and 7, the pistons 47 havereached their maximum unbalanced condition, which condition immediatelycommences to improve and continues to improve gradually until saidpistons arrive at the positions which they occupy in Fig. 2, where theyare Similarly, in Figs. 1

in perfect balance.

and 7, the pistons 46 have reached their maximum unbalanced condition,and like the other two pistons said pistons 46 reach a perfectlybalanced condition in 90 of or when they stand as shown in Fig. 2. Theaxes of the two sets or pairs of balanced pistons and of their cylindersare at right-angles to each other and each cylinder is opposite to or.has its axis in line like character.

-Thus it will be readily seen that the combined unbalanced forces opposeeach other at diametrically opposite points, and thatand rcoede in exactsynchro- A more they approach nism and so neutralize each other. perfectbalance is here obtained than is possible with any other type of engine.

Although illustrated and described as a vertical engine, it isconceivable that the same might be converted into a horizontal enginewithout materially affecting or changing the invention, at least notfrom a patentable standpoint.

What I claim asmy invention, and desire to secure by Letters Patent, is-

1. A rotary engine comprising a -fixed crank-shaft, a rotary crank-caseon said shaft and provided with a plurality of chargin and explosioncylinders, the two ty es 0 cylinders being separate from and in ependentof each other, pistons in said cylinders, a member mounted to rotate andreciprocate on the crank-pin, piston-rods connecting certain of said'pistons with said member, and piston-rods connecting certain others ofsaid pistons with said pin.

2. A rotary engine comprising a fixed crank-shaft, a rotar crank-casemounted on said shaft and provided with alternately-arranged chargingand explosion cylinders, pistons in said cylinders, and connectin meansbetween said pistons and the crankpin of said shaft, such meanscomprising a member mounted to rotate and reciprocate on the crank-pin,piston-rods connecting the charging-cylinder pistons with such memher,and piston-rods connecting the explosion-pylinder pistons with said pin,and being arranged and adapted to reach a perfectly balanced conditionin every 90 of. revolution, whereby an approximately perfectly balancedcondition of the engine obtains at each degree of revolution.

3. The combination, in a rotary engine, of a fixed crankshaft, a rotarycranlecase mounted on such shaft and provided with oppositely-disposedcharging, cylinders and oppositely-disposed explosion cylinders, pistonsin said cylinders, a yoke mounted to rotate and reciprocate on thecrank-pin of said shaft, with the latter as its center of rotation,iston-rods connecting the charging-cylinder pistons with said yoke, andpiston-rods connecting the explosion-cylinder pistons with said pin.

4. The combination, 1n a two cycle rotary engine, with a double-bandedyoke having parallel sides and semi-circular ends to re ceive acrank-pin, of piston-rods attached to said yoke intermediate of its endsand bands and standing at right-angles to a line connecting the axes ofsuch ends.

5. The combination, in a two-cycle rotary engine, of a vertical fixedcrank-shaft, a rotary crank-case mounted on such shaft ,and providedwith oppositely-disposed charging cylinders, pistons in said cylinders,a yoke mounted to rotate and reciprocate on the crank-pin of said shaft,such yr-ke being out of contact with said crankcase, rings separated byballs between saidyoke and pin and pistonrods connecting the clmrging-cyinder pistons with said.

oke. 3 6. The combination, in a rotary engine," 10 with a fixedcrank-shaft, a rotary ""cr,ai 1k case mounted on such shaft and PTO-3vided with oppositely-disposed,cylinders for charging'pnrposes only andoppositely-disposed explosion cylinders, pistons in such' cylinders, andpiston-rod connections with the crank-pin of said shaft, saidconnections including a yoke mounted to rotateand reciprocate on saidcrank-pin and with which the charging-cylinder pistons-ode are con:nected, 10f distributors carried by rotary parts of the engine, each ofsaid distributers opening at opposite ends into companion charging andexplosion cylinders.

7. The combination, in a rotary. engine,

with a fixed crank-shaft, a rotary crank-case mounted on such shaft andprovided with op positely-disposed' charging cylinders andoppositely-disposed explosion cylinders, pistons in such cylinders, andpiston-rod connections with the crank-pin of said shaft, of

. distributers carried by rotary parts of the engine, each of saiddistributors opening at opposite ends into companion charging andexplosion cylinders, and a chamber common to both of said distributersand opening into the latter intermediate of their ends.

8. The combination, in a rotary engine, with a fixed crank-shaft, arotary crank-case mounted on such shaft and provided withoppositely-disposed charging cylinders and. oppositely-disposedexplosion cylinders, pistons in such cylinders, and piston-rodconnections With the crank-pin of said shaft, of distributers carried byrotary parts of the engine, each of said distributors opening atopposite ends into companion charging and explosion cylinders, a chambercommon to both of said distributors andopening into the latterintermediate of their ends, and

valves in theopenings between saidvchamber and the distributers.

9. The combination, in a rotary engine, with a fixed crank-shaft, arotary crankcase mounted ,on such shaft and provided withoppositely-disposed charging cylinders and oppositely-disposed explosioncylinders,

} pistons in such cylinders, and piston-rod.

connections with the crank-pinof said shaft, of distributors carried byrotary parts of the engine, each of said distributors opening atopposite-ends into companion charging and explosion cylinders, a chambercommon to both of said distributers and opening into the latterintermediate of their ends, valves 5 in the openings between.saidchamber and mounted onsuch shaft and provided withoppositely-disposed charging cylinders and oppositely-disposed explosioncylinders, pistons in such cylinders, and piston-rod connections withthe crank-pin of said shaft, of

distributers carried by rotary parts of the .ongine, each of saiddistributors opening at opposite ends into companion charging andexplosion cylinders, a chamber common to both of said distributers andopening into the latter intermediate of their ends, valves in theopenings between said chamber and the distributors, normally fixed meansarranged to sequentially open said valves as they revolve with the partswhich carry them, and means to so adjust said valve opening means as toincrease or decrease the length of time during which the valves will beheld open.

11. The combination, in a, rotary engine, with a distributor for theexplosive mixture, a chamber opening'into such distributor, a valveadaptednormally to be operated by the action of the gases in the engineto openand close such opening, and a stem for such valve, these membersbeing rotatable about a common center, of a speed-regulatin campositioned in the path of travel 0 said valve-stem.

12. The combination, in a rotary engine, With a distributer for theexplosive mixture, a chamber opening into such distributer, a valveadapted to close such opening, and a stem for such valve, these membersbeing rotatable about a common center, of 'a split cam positioned in thepath of travel of said valve-stem.

13. The combination, in a rotary engine, with a distributer for theexplosive mixture, a chamber opening into such distributer, a valveadapted to close such opening, and a stem for such valve, these membersbeing rotatable about a common center, of two rings provided withoverlapping cam members which extend into the path of travel of saidvalve-stem and constitute 'a cam adapted to cause the valv stem to beactuated inward and so to open its valve, one of such rings beingadjustable for the purpose of lengthening' orv shortening said cam.

14:, The'gcombinatiom'in a rotary engine, with a fixed crank-shaft and afixed headsupport therefor, such head-support having a supply chambertherein, of a rotary crankcase mounted on such shaft and provided 1 2 5with radial: alternately arranged charging and BXPlOSIOII cylindershaving pistons therein connected with the crank-pin of said I shaft,distributers carried by rotary parts of of a fixed crank-shaft, a

the engine and each opening into companion charging and explosioncylinders, and a cap piece rotatably mounted in operative relation tosaid distributers and having a cham ber that opens into the distributorsand is in open relation .to said first-mentioned chamher.

15. The combination, in a rotary engine, with a fixed crank-shaft, afixed headsupport for such shaft, such head-support having areceivingchamber therein for the explosive mixture, and a supply pipeopening into such chamber, of a rotary crank-case mounted on such shaft.and provided with radial alternately arranged charging and explosioncylinders having pistons therein connected with the crank-pin of saidshaft, distributers carried by rotary parts of the engine and eachopening into companion charging and explosion cylinders, and a cap piecerotatably mounted in operative relation to said distributers and havinga chamber that opens into the distributors and is in openrelation tosaid first-mentioned chamber.

16. The combination, in a rotary engine, with tubular supporting membersand a head-support attached to adjacent ends of such members, such headSupport having a chamber therein for the explosive mixture, a fixedcrank-shaft having one terminal within such head-support, and rotarymixture-receiving members mounted on said shaft in operative relation tothe chamber in said head-support.

17. The combination, in a rotary engine, of a fixed crank-shaft, arevoluble crankcase mounted on said shaft and provided with.oppositelydisposed cylinders for charging purposes on] and oppositey-disposed explosion cylin ers, pistons in said cylinders, connectingmeans between said pistons and thecrank-pin of said shaft, anddistributors mounted on rotary parts of the engine, each ofsuch.distributers opening at one terminal into one of said chargingcylinders at its outer end, and opening at the other terminal into oneof said explosion cylinders at a point adjacent to the inner end of thestroke of the piston therein.

18. The combination, in a rotary engine, revoluble crank-case mounted onsuch shaft and provided with oppositely-disposed cylinders for chargingpurposes only and oppositely-disposed explosion cylinders, pistons insaid cylinders, connecting means between said pistons and the crank-pinof said shaft, and distributors mounted on said case and opening attheir ends into the twdpairs'ofassociated charg- -a-ngvand explosioncylinders, the openings from saidv distributors into said explosioncylinders being at points adjacent to the innor ends of the strokes ofthe pistons therein, the explosion cylinders a'lso opening for l l I theexhaust at points adjacent to the inner ends of the strokes of theaforesaid explosion-cylinder pistons.

19. The combination, with a fixed crank-shaft, the revoluble memhers ofthe engine, fixed and revoluble jumpspark circuit-forming memberssupported and carried by fixed and revoluble parts of the engine, andmeans to complete at regular intervals the circuit between said fixedand revoluble circuit-forming members, of a member mounted on arevoluble part of the engine. and provided with a cam which is wider insome parts than in others, a yielding circuit-closing member in the pathof said cam, and means to adjust said circuitclosing member in adirection substantially parallel with the axis of the cam member.

20. The combination, in a rotary engine, with a fixed crank-shaft, andthe revoluble members of the engine, of fixed and revoluble j amp-sparkcircuit-forming members supported and carried by fixed and revolubleparts of the engine, means to complete at regular intervals of time thecircuit between' said fixed and revoluble circuit-forming members, andmeans, including a rotary double cam member and a slidingly-adjustablecircuit-closing plun er in the path of the cams on such mem er, to makeand break the jump-spark circuit twice-at each revolution of the engine,at longer or shorter intervals in which both time and space are factors.

21. The combination, in a rotary engine, with the revoluble parts of theengine, and spark-plugs and circuit-forming membels, in circuit, carriedby said revoluble parts, such circuit-forming members includinginsulated uprights, of a stationary )late supported in the path,electrically, 0. said uprights, and means to completethe circuit tosaidplate.

22. The combination, in a rotary engine, with the revolublc parts of theengine, and spark-plugs and circuit-forming members, in circuit, carriedby said revoluble parts of a stationary plate of said circuit-formingmembers, and means, including a rotary cam member and aslidingly-adjustable circuit-closing plunger in the path of the cam onsuch'member, to complete the circuit to said plate.

23. The combination, in a rotary engine, with the revoluble parts of theengine, and spark-plugs and circuit-forming members, in circuit, carriedby said revoluble parts, of a stationary plate in the path,electrically, of said circuit-forming members, and means, including arotary double cam member and a slidingly-adjustable circuit-closingplunger in the path of the cams on such member, to make and break thecircuit to said plate twice at each revolution of the engine.

24. The combination, in a rotary engine,

in a rotary engine,

in the path, electrically,

with the revoluble parts of the engine,-

spark-plugs and circuit-forming members, in circuit, carried by saidrevoluble parts, and a stationary plate in the path, electrically, ofsaid circuit-forming members, of means,comprising two rotary cams and aspring-pressed plunger in thepath of such cams, to make and break thecircuit to said plate twice at each revolution of the engine, and meansto change the position of said plunger relative to the cams to advancein point of time the making of such circuit, the plunger-contactingportion of each of said cams varying in width.

25. The combination, in a rotary engine, with a fixed crank-shaft, arevoluble crankcase mounted on such shaft and provided with explosioncylinders having pistons therein and spark-plugs thereon, and drivingconnections between said pistons and the crank-pin of said shaft, of arevoluble sleeve on said shaft and attached to said crankcase,- camsmounted on said sleeve, circuitcloslng means, an operating plunger forsuch circuit-closing means, such operating plunger being mounted in anon-rotary part of the engine and extending into the path of said cams,and circuit-forming connec t1ons between said circuit-closing means andsaid spark-pin s.

26. Thecom ination, in a rotary engine, with a fixed crank-shaft, arevolublecrankcase mounted on such shaft and provided with explosioncylinders having pistons able plunger carried by sai therein andspark-plugs thereon, and driving connections between said pistons andthe crank-pin of said shaft, of cams mounted to revolve with said case,such cams being wider at some points thanat others, a nonrotarylongitudinally-movable slide, circuitclosing means consisting in 'art ofa movd slide-and extending into the path of said cams, the-time ofcontact with the cams and the duration of such contact in point ofdegree being determined by the position of the slide, andcircuit-forming connections between'said circuit-closing means and saidspark-plugs.-

27. An engine comprising a crank-shaft,

a crank-case, provided with a plurality of cylinders oppositelydisposed, the axes of said shaft and case coinciding, pistons in suchcylinders, a yoke mounted on the crank-pimpiston-rods connecting two ofsaid pistons which are oppositely disposed with said yoke, andpiston-rdds connecting the other two pistons which are oppositelydisposed with said crank-pin, whereby the pistons are so positioned atthe time of their maximum unbalanced condition as to bring the forcesexerted by them at diametrically opposite points, and whereby suchforces are caused to approach and recede in practically exactsynchronlsm.

JOHN c. Bouunrr. Witnesses H. J. WILEY, CHAS. A. PA'roHEN.

